Histories and Ideas Behind Bogota's BRT

On Behalf Of Eric Bruun Sent: Thursday, February 01, 2007 1:33 AM Also, don t forget that the avialable rights-of-way and existing infrastructure have a lot to

Message 1 of 28
, Jan 31, 2007

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On Behalf Of Eric BruunSent:Thursday, February 01, 20071:33 AM

Also, don't forget that the avialable rights-of-way and existing
infrastructure have a lot to do with

how attractive various options might be. Cities never start with a
clean slate.

Eric Bruun

ann_hackett

Can New Mobility achieve Lots Less Cars by simulating CarFree Days using the following 3 R s to reach a catagory 5? Reduce parking Replace

Message 2 of 28
, Feb 4, 2007

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Can New Mobility achieve Lots Less Cars by simulating CarFree Days
using the following 3 R's to reach a catagory 5?

Reduce parking
Replace xTransit
Reallocate Cycle networks

Ann

--- In NewMobilityCafe@yahoogroups.com, Rory McMullan <roryer@...> wrote:
>
> It also suffers from not having a cycle network of any note, meaning
its still too dangerous to cycle for young kids or beginners. Without
this basic infrastruture I would never be able to think of London as
anything but an 'Old Mobility City'
>
> What London does have is Ken, a politician with the guts to build a
real cycle network which could find room by taking space from the over
accomodated motorised traffic.
>
> I wish Ken would stand for parliament and become the Secretary of
State for Transport, then the whole of the UK might have a chance to
catch up with London.
>
> Ian Wingrove <ian.wingrove@...> wrote:

>
> The criteria are getting tougher and more detailed - which is
good. London suffers from being congested and very centralised, with
a huge hinterland of the south east of England.
>
>
> -----Original Message-----
> From: NewMobilityCafe@yahoogroups.com
[mailto:NewMobilityCafe@yahoogroups.com] On Behalf Of Andrew Curry
> Sent: 29 January 2007 19:32
> To: NewMobilityCafe@yahoogroups.com
> Subject: Re: [NewMobilityCafe] Old Mobility rules - 5 kinds of cities
>
>
> Perhaps I'm not understanding some of the finer points of
this, but I'm not sure why even central London would earn the '5'
rating.
>
> There's still too many vehicles, generally travelling too fast on
most roads to ensure any kind of community cohesion for people who
live in the centre's residential areas. There is little effective
regulation of vehicle behaviour through design or sanctions. There
are few homezone type areas. It's still not a safe place generally
for cyclists, nor for walkers (again partly because traffic speeds
remain high except through limits imposed through congestion).
>
> I'd expect a city which was a '5' to meet all of the above
descriptions. When London (this is only an example) reduces the
Victoria Embankment to two lanes for powered vehicles, and passes
the other side of the road over to cyclists and walkers, I think it
might then be a sign that it is starting to move from 4 to 5.
>
> Until then it would be good to see a little less self-congratulation.
>
> Andrew
>
>
> On 26/01/07, Ian Wingrove < ian.wingrove@...> wrote:

> Eric
>
> Those are good ground rules, but a bit more rigorous than
the paragraph you originally put round and I think I would go
with the Simon Norton view that central and Inner London might
hit catagory 5, but outer London (where the vaste majority of
Londoners live) is down at 3 or 4.
>
> The recent Transport for London strategy document on 2025,
which will act as the basis of their bid for money from
Government etc... has the following analysis and targets. With
rising population they are expecting 4 million extra journeys by
2025. They aim to have 5 million journeys supported by public
transport, walking and cycling. The result being that public
transport modal share will increase from 37% to 41%, walking will rise
slightly to 22% and cycling will have a 400% increase from a very
low base to reach 5% of journeys. The bottom line is that car
journeys will drop from 41% of modal share to 32%, or in real
terms from 11m to 10m.
>
> The Climate Change Action Plan has the aim of reducing CO2
from all forms of transport in London by 25% by 2020 . This will
be acheived despite a 50% growth in energy used by the tube
system due to line upgrades. It is ambitious, but their policy
unit have spent a year doing the figures and working out the most
cost effective approaches. The plan will be formally launched in
the next month.
>
> Most of the traffic reduction will come from the
reallocation of road space over time - redesign of public spaces,
new cycle/bus lanes and road pricing.
>
> The barriers to this are many and varied, but more work
needs to be done on planning - although the density of housing
has increased several fold, we need far more restictive parking
standards. Also, the fares in London have been hiked up in order
to help pay for all the new infrastructure.
>
> Cheers
>
> IW
>
>
>
> -----Original Message-----
> From: NewMobilityCafe@yahoogroups.com [mailto:NewMobility Cafe@yahoogroups.com] On Behalf Of Eric Britton (ChoiceMail)
> Sent: 25 January 2007 14:49
> To: NewMobilityCafe@yahoogroups.com
> Subject: [NewMobilityCafe] Old Mobility rules - 5 kinds of
cities
>
>
>
> I am delighted to hear Ian that London is a
strong Category 5 candidate? I recall when I was lending a hand
in the Contested Streets film out of New York last summer, that they
were looking very favorably on your fair city as a possible
example.
>
> But just to be quite sure on the ground rules in all
this.
>
> Category 5:
>
> Verifiable progress for the full defined city area (we
need to be very clear on this) in terms of:
>
>
> 1. An explicit announced and strongly defended and
supported city policy to this effect.
>
>
> 2. Global decreases in overall vehicle traffic (not
just here and there). I.e., for the city area as a whole
>
>
> 3. Corresponding area-wide CO2 decreases (though to
measure but there are ways)
>
>
> 4. Significant shifts from single occupancy (or
thereabouts) car trips anywhere in the city area.
>
>
> 5. Significant tightening of road space available for
moving and stationary cars
>
>
> 6. No quality sacrifices in "mobility for all" in terms
of trip availability, cost and convenience for
>
>
> It may be that the first three on this list are all we
need to do this job, but let me post this as a challenge draft
and see what we can do with it.
>
> I am eager to hear what others who know your city well
have to say. I think this could prove a lively and creative
exercise.
>
> Eric Britton
>
>
>
>
>
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>
>
>
>
>
>
> --
> email from Andrew Curry
>
>
> GREATERLONDONAUTHORITY
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XavierTreviño

Thinking about the 5-category cities excercise proposed by Eric, in the case of Mexico City, which is what I know best, there are different perceptions of the

Message 3 of 28
, Feb 9, 2007

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Thinking about the 5-category cities excercise
proposed by Eric, in the case of Mexico City, which is
what I know best, there are different perceptions of
the traffic and emmissions danger, in the Federal
District, in the center area of the City (almost 9
million people), and the outer Mexico City (another 9
miillon in 15-20 different municipalities. In the
central city since the 90s the goverment have been
implementing isolated policies to control the carbon
emmisions, including in 2006 the metrobus BRT project,
that bring the área to Category 3.

But the outer City is clearly Category 2 or even 1;
they clearly worry, but the results of this are more
roads, more bridges and more sprawl.

Eric, This EU process on a review of urban transportation is worthy of us following it and at the appropriate moment, submitting a comprehensive set of

Message 4 of 28
, Feb 9, 2007

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Eric,

This EU process on a review of urban transportation
is worthy of us
following it and at the appropriate moment, submitting a comprehensive set
of comments, that clearly sets out what "new mobility" can offer.

Please post future key events in the process.

I would like to try my hand at a paper from the carsharing 'industry.'

Chris Bradshaw Ottawa

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